Tram-car.



0. W. MALLINS.

TRAM GAR.

AIPLIGATION FILED JAN. 21, 1913.

6 SHEETSSHEET l.

THE NORRIS PETERS ((1. PHOTO-LITHOH WASHINUIUAV. LL L1 0. W. MALLINS.

TEAM GAR.

APPLICATION FILED JAN. 21. 1913.

1', 1 04,8 1 2. Patented July 28, 1914-.

5 SHEETS-SHEET 2. /O- 5 70 5 0. W. MALLINS.

TRAM CAR.

APPLICATION FILED JAN. 21, 1913. v

1,104,81 2. Patented July 28, 1914.

5 SHEETBSHEET 3.

CAUTION.

THE NORRIS PETERS CO.,PHOTOLITHO.. WASHINGTON. D. C. I,

C. W. MALLINS.

TRAM GAR.

AIfPLIOATION FILED JAN. 21, 1913.

1,104,812. Patented July 28, 1914.

6 SHEETS-SHEET 4.

IHb' NORRIS PETERS (0.1 PHOTO-LI'IHO.- WASHINGTON. D. I

'0. W. MALLINS.

TRAM GAR.

APPLICATION FILED JAN. 21, 1913.

} 1,104,812. Patented July 28,1914;

5 SHEETSSHEET 5.

.' THE NORRIS PETE RS CO., PHOTO-LITHO. WASHINGTON, D. C'

CHARLES WILLIAM MALLINS, OF LIVERPOOL, ENGLAND.

TEAM-CAR.

Specification of Letters Patent.

Patented July 28, 1914.

Application filed January 21, 1913. Serial N 0. 743,377.

To all whom it may concern:

Be it known that I, CHARLES WILLIAM MALLINs, a subject of the King of Great Britain, and residing in Liverpool, England, have invented certain new and useful Improvements in TramCars, of which the fol lowing is a specification.

This invention relates to improvements in tram-cars, and the object is to so modify the construction of a double deck single truck four wheeled car, as to provide for separate exits and entrances, whereby passengers boarding the car or ascending to the upper deck, are kept quite distinct and apart from passengers leaving the inside or descending from the upper deck; whereby the'seating accommodation for a given size of car is utilized to the fullest possible extent, and whereby opposite ends of the car are quite symmetrical so that passengers always board and leave the car by the rear platform. The arrangement has the further advantage that, by separating the streams of boarding and leaving passengers, the car may be adapted to accommodate automatic checking appliances if desired.

The invention also comprises certain improvements in devices to deter or caution passengers from boarding or leaving the car when the latter is in motion, or after the signal has been given to the driver to proceed.

The invention is illustrated in the accompanying drawings in which Figures 1 to 6 show the general arrangement of the car, Figs. 7 to 11 show details of the signaling devices. Fig. '1 is an .elevation; Fig. 2 a longitudinal section on the line II, II, of Fig. 3; Fig. 3 is a plan in section on the line III, III, of Fig. 5, and shows the seating and platform arrangement of the lower deck; Fig. 4: is'a correspond ing plan in section on the line IV, IV, of

Fig. 5, and shows the seating and platform arrangement of the upper deck; Fig. 5 is an end elevation and Fig. 6 is an elevation in transverse section on the line VI, VI, of Fig. 1. Figs. 7 and '7' are diagrams of the connections of the signaling arrangements; and Fig. 7 is a detail of one form of signal arm. Fig. 8 is a detail of the centrifugal governor; and Figs. 9, 10 and 11 are detail views of a suitable combined signal and bell.

The arrangement of the truck, wheels, brakes, motors and controllers, may be of any type suitable for the construction of the body about to be described, and are in general omitted from the drawings; the life guard is preferably that known as the Liverpool type.

The car is provided with platforms A at each end; the remaining central portion B forms the main body and the inside of the car, and carries the upper deck A which extends over and covers in both end plat-- forms, thus providing adequate shelter, which shelter may be increased by glazing around the ends of the platforms.

The car is absolutely symmetrical about a central transverse vertical plane, and the following description of the rear platform and stairs, and rear upper platform, applies equally well to the other end of the car, the arrangements for the passengers and the driver respectively being exactly similar, whichever direction the car is running.

The entrance C to the rear platform is at the near rear corner, so as to be partly in the rear and partly at the side; the exit D is on the near side just in rear of'the main body. The descending stairs E, which slope down forwardly, are located between the entrance and the exit, and the ascending stairs F, which ascend forwardly, are located on the ofi' side of the platform.

The door G to the mainbody is a double door without a central division and a bar- 3 rier H is carried from the meeting stiles of the doors to the descending stairway. Passengers boardlng the car are, in consequence ofthis barrier, compelled to enter the inside of the car by'the off-side half of the doorway Gr, or, if they are upper.

deck passengers, to ascend to the upper deck by the off side stairway F. Similarly,

passengers desiring to alight from the car.

must do so by'the exit opening D, to which they pass from the inside ofthe car through the half of the doorwayG on the near side of the barrier H, and from the upper deck bythe near side stairway E. The interior of the main body is provided at the central portion with transverse seats J having pivotal backs, but the end portions of the inside near the double doorway, are fitted with longitudinal seats K, beneath which the sand hoppers may be 10- cated, and also to permit of free access to the double doorway; the inner portions of these longitudinal seats may be drop seats, and there is a central passage wayM between the transversely arranged seats.

The'upper deck is covered in, theroof extending over the upper deck end platforms A; the seats J, K in the central portion of the upper deck are arranged somewhat after the manner described in connection with the inside seats; the upper deck platforms are also provided with seats 7'.

M are the central passage-ways, and G are the doors.

By the arrangement, a car 31 feet 6 inches long, may be arranged to have a total seating capacity for seventy-four passengers, and it will be seen that both the ascending and descending staircases F and E are well sheltered, and their slopes those best adapted to insure the safety of ascending and descending passengers. The end platforms on the upper deck may also be wholly or partially closed in. The cars are fitted with balanced windows and ventilators.

The position of the exit D and entrance C, the arrangement of the end platforms A, and the seating accommodation, may be modified to suit particular cases, and, as stated, the end platforms both on the lower and upper decks, may be left open to accommodate passengers who prefer an open construction, or may be wholly or partially closed in so as to give more complete shelter.

In order to deter passengers from attemptingto board or leave the car when it is in motion, or after the signal has been given to the driver to proceed, light arms 0 (Figs. 7 and 7 may be mounted on the vertical posts P at the entrances. and exits, so that in one position they extend across the entrances and exits and in the other position are clear of them.

The arms 0 are preferably pivoted on sleeves 0 on the vertical posts, and suitable pulleys 0 on the sleeves are connected to a spring. 0 which normally holds the arms in the clear position. The pulleys are also connected by cords 0 to a lever 0 operated by an eleotro-magnet 0 energized by a gen erator- 0 driven from the car wheels, so that when the car is in motion the electro-magnet is energized and draws the arms into the obstruction position. In a similar manner, the pulleys are also connected by a cord to a lever 0 operated by the conductor in such manner that when he signals the driver to proceed, the arms are drawn into the obstructing position, and that when he signals the driver to stop, they are turned from the obstruction position, when the car comes to a stand; the said lever 0 may operate the signal bell through a dash pot arrangement so as to give a time interval. Or, in place of the barriers, a signal Q, (Figs. '8 to 11) which does not physically obstruct the exits and entrances may be fitted. Such signal would have two positions, the one indicating that it is safe for passengers to board or leave the car, and the other indicating that they must not do so. The signal is put into the latter position as soon as the driver moves his controlling handle to energize the motor, or as soon as the car is in motion, or whgn the conductor signals the driver to procee The arrangement will be understood from the diagram Fig. 7 The arm Q, is operated by two electro-magnets g and 9 the electro-magnet pulls the arm Q, into the position shown in dotted lines which indicates say that the car is in motion and that it is dangerous for passengers to enter or leave, and the electro-magnet g pulls it into the position shown in full lines, which indicates that it is safe to enter or leave. Batteries 9 and (1*, contacts Q5 closed by the controller handle 9 as it passes from its off position to the first notch of the power position, contacts 9 and 9 closed by the arm 9 of the centrifugal governor 9 and contacts in the conductors push are ar ranged and connected as shown in Fig. 7 from which it will be seen that when the controller arm passes from its 'ofi position, it, in passing, connects the contacts Q5 and closes the circuit of the electro-magnet g which puts the arm Q in dotted position; the same results take place when the conductor presses the push 9 The governor is driven by a pulley Q12 driven from one of the car wheels; when the car comes to rest the last contact made by the arm is with Q7, and this closes the circuit of the electromagnet g which puts the arm Q in the position shown in full lines; when the car starts into motion, the last contact made by the arm 9' is with g and this closes the circuit of the electro-magnet g and puts the arm Q in the position shown in dotted lines; this provides for the case in which the car is started down hill under gravity. The arm Q, is provided with a spring detent and notched ratchet or the like adapted to retain it in the position into which it is brought by the respective electro-magnets. Q13 is a bell, which may be double tone and it is actuated each time the arm Q is moved. 9 is the drivers signal bell operated by the conductor. Fig. '7 is, of course diagrammatic; the preferred mode of constructing the centrifugal governor is shown at Fig. 8 the'parts of which are lettered similarly to Fig. '4, all the working parts being inclosed by a casing Q15.

The preferred mode of constructing the signal arm is shown in Figs. 9, 10 and 11; the arm Q, carries two masks 9 which when the arm is in the position shown in Fig. 10 covers the warning Words; the electromagnets g and 9 are made circular and have a circular core 7" which is attached to the arm Q; the gong is operated by a hammer and cam It will be seen that it is impossible to give the signal permitting passengers to board or leave the car except when the car is stationary and the drivers operating handle in its 011" position. The operating means may be mechanical, and be actuated by a centrifugal governor driven by the car axles or wheels. A further signal on the outside of the car illuminated by electric lights is arranged so as to indicate when the respective portions of the car are full.

It is convenient to have the entrance at C but obviously the entrance may be at D and the exit at C, in which case Ewould be the ascending stairs and F'the descending stairs.

Having now fully described my invention,

I declare that what I claim-and desire tosecure by Letters Patent is 1. In a double deck tramcar in combination, a platform at each end, an upper deck extended over the said platform,'a separate exit and entrance for each platform located on the same side of the platform, twov Stairways at each end of the ear connecting the respective platforms with the upper deck, a doorway at each end leading to the interior of the lower deck, and a barrier for each platform extending from the center of said door way across the platform and dividing the platform into two portions, the one communicating with the entrance and one stairway and the other communicating with the exit and the other stairway, substantially as described.

2. In a double deck tramcar in combination, a platform at each end, an upper deck extended over the said platform, a separate exit and entrance for each platform located on the same side of the platform, an ascending stairway from each platform to the upper deck which stairway when in the rear of the car slopes upwardly and forwardly, and a descending stairway to each platform which stairway when in the rear of the car slopes downwardly and forwardly, a doorway at each end leading to theinterior of the lower deck, and a barrier for each platform extending from the center of said doorway across the platform and dividing I the platform into two portions, the one com municating with the entrance and the ascending staircase and the other communieating with the exit and the descending staircase, substantially as described.

3. In a double deck tramcar, in combination, a platform at each end of the car,'an upperdeck extending over the said platform, a separate entrance and exit for each platform, said entrance and exit being located in respect to each plat-form so that they are on the near side when the platform is in the rear of the car, two spiral stairways at each end of the car connectin the respective platforms with the upper l said two stairways being on opposite sides of the platform and being spiral stairways of the same hand, a doorway at each end leading to the interior of the lower deck, and a barrier for each platform extending from the centerof the said doorway to the CHARLE S WILLIAM MALLIN S.

Witnesses: I

J. E. LLOYD BARNES, JOSEPH E. HIsrr;

coplel of this patent may be obtained for five cents each, by addressing the Commissioner otratentp,

Washington, D. 0.

enk, 

